EP1900969A2 - Reduction Gear Mechanism and Electric Power Steering Apparatus - Google Patents
Reduction Gear Mechanism and Electric Power Steering Apparatus Download PDFInfo
- Publication number
- EP1900969A2 EP1900969A2 EP07115035A EP07115035A EP1900969A2 EP 1900969 A2 EP1900969 A2 EP 1900969A2 EP 07115035 A EP07115035 A EP 07115035A EP 07115035 A EP07115035 A EP 07115035A EP 1900969 A2 EP1900969 A2 EP 1900969A2
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- EP
- European Patent Office
- Prior art keywords
- gear
- rotor
- larger
- smaller
- larger gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0409—Electric motor acting on the steering column
- B62D5/0412—Electric motor acting on the steering column the axes of motor and steering column being parallel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
- F16H2057/121—Arrangements for adjusting or for taking-up backlash not provided for elsewhere using parallel torque paths and means to twist the two path against each other
Definitions
- the present invention relates to a reduction gear mechanism including a smaller gear and a larger gear, and an electric power steering apparatus comprising the reduction gear mechanism and using an electric motor as a source of steering assist force.
- An electric power steering apparatus for vehicle is constructed to detect, for example, steering torque applied to an input shaft connected to a steering wheel by the relative rotation between the input shaft and an output shaft connected coaxially to the input shaft through a torsion bar, drive a steering assist electric motor based on the detected torque, etc., and transmit the torque of the electric motor to steering means through a reduction gear mechanism, whereby assisting the operation of the steering means according to the rotation of the steering wheel by the rotation of the electric motor and reducing the driver's burden for steering (see, for example Japanese Patent Application Laid-Open No. 2005-319971 ).
- the reduction gear mechanism uses a pair of mutually meshing spur gears or a pair of mutually meshing helical gears with their shafts arranged parallel to each other, which has higher power transmission efficiency compared to worm gears.
- the smaller gear of the gear pair is connected to the output shaft of the electric motor and the larger gear is connected to the output shaft so that the torque generated by the electric motor is transmitted from the smaller gear to the larger gear, and the output shaft is rotated after reducing the gear ratio to a predetermined reduction gear ratio.
- the electric power steering apparatus comprising the reduction gear mechanism
- the torque generated by the electric motor is transmitted from the smaller gear to the larger gear to assist steering
- the surfaces of teeth of the smaller gear and larger gear are in contact with each other, and therefore rattling noise is not generated.
- rattling noise is generated when the steering assist direction is switched by turning, the smaller gear is rotated reversely and a relative speed is generated between the smaller gear and the larger gear.
- the larger gear is slightly rotated and oscillated, and the surfaces of teeth of the larger gear and smaller gear strike each other and generate rattling noise.
- Another object is to provide a reduction gear mechanism and an electric power steering apparatus, which enable a reduction of rattling noise even when transmission torque is applied from the larger gear side to the larger gear and also when transmission torque is applied from the smaller gear side to the smaller gear.
- a reduction gear mechanism is a reduction gear mechanism comprising: mutually meshing smaller gear and larger gear with their shafts arranged parallel to each other; and means for decreasing a relative speed generated between the smaller gear and the larger gear.
- a reduction gear mechanism is characterized by comprising a resistance section for applying resistance according to transmission torque applied to the smaller gear and larger gear to a relative rotation between the smaller gear and larger gear.
- a reduction gear mechanism is characterized in that the means for decreasing the relative speed comprises a first rotor which rotates together with one of the smaller gear and larger gear, and a second rotor which rotates together with the other, so as to generate sliding friction between the first rotor and itself
- a reduction gear mechanism is characterized in that the first and second rotors are in contact with each other at their circumferential surfaces.
- a reduction gear mechanism is characterized in that the means for decreasing the relative speed comprises a third rotor which generates, between one of the first and second rotors and itself, sliding friction resistance force larger than sliding friction resistance force between the first and second rotors, and is capable of rotating relative to the other; and a resistor for applying resistance to the relative rotation.
- a reduction gear mechanism is characterized in that the means for decreasing the relative speed comprises a first rotor which rotates together with one of the smaller gear and larger gear; a fourth rotor which rotates relative to the other and generates sliding friction between the first rotor and itself and a resistor for applying resistance to the relative rotation between the other and the fourth rotor.
- a reduction gear mechanism is characterized in that a belt is arranged in a crossed pattern on their circumferential surfaces of the first and second rotors.
- a reduction gear mechanism is characterized in that at least one of the first and second rotors is made of a resilient material.
- An electric power steering apparatus is characterized by comprising any one of the reduction gear mechanisms according to the above aspects, wherein the smaller gear is connected to an electric motor and the larger gear is connected to steering means, and steering is assisted by rotation of the electric motor.
- the means for decreasing the relative speed applies resistance, and therefore it is possible to decrease the relative speed and reduce rattling noise.
- the rattling noise is reduced, in other words, backlash is ensured by decreasing the relative speed between the smaller gear and larger gear, it is possible to ensure high rotation performance of the smaller gear and larger gear, it is also possible to relax the precision required for the dimensions of the smaller gear, larger gear, and support members for supporting the gears, and it is possible to reduce costs.
- the smaller gear and larger gear can be made of metal to increase rigidity.
- the means for decreasing the relative speed is constructed by providing the first rotor which rotates together with the smaller gear and the second rotor which rotates together with the larger gear, it is possible to produce the reduction gear mechanism in relatively small size at low costs.
- the fourth aspect by forming the first rotor with almost the same diameter as the meshing pitch circle of the smaller gear and forming the second rotor with almost the same diameter as the meshing pitch circle of the larger gear, it is possible to bring them into contact with each other and turn them at a reduction gear ratio equal to the reduction gear ratio between the smaller gear and larger gear, and it is possible to ensure high rotation performance of the smaller gear and larger gear.
- the resistance section for applying resistance according to the transmission torque applied to the smaller gear and larger gear to the relative rotation between the smaller gear and larger gear, and thus it is possible to produce the reduction gear mechanism having the resistance section in relatively small size at low costs.
- the sixth aspect by eliminating the second rotor and adding the fourth rotor and resistor, it is possible to construct the resistance section for applying resistance according to the transmission torque applied to the smaller gear and larger gear to the relative rotation between the smaller gear and larger gear. Therefore, even when the relative speed is relatively fast, or relatively slow, it is possible to decrease the relative speed, and it is possible to reduce rattling noise.
- the seventh aspect since it is possible to form the first and second rotors with smaller diameters than the smaller gear and larger gear, it is possible to achieve a decrease in the entire weight.
- the support members for supporting the smaller gear and larger gear expand thermally, it is possible to maintain the contact state between the first and second rotors, and it is possible to reduce rattling noise without being influenced by thermal expansion.
- the ninth aspect it is possible to prevent rattling noise from being generated when the steering assisting direction is switched by turning and when a reverse input load is applied to the larger gear.
- FIG. 1 is a schematic view showing the structure of a reduction gear mechanism.
- the reduction gear mechanism comprises a smaller gear 2 including a first shaft 1; a larger gear 4 having a second shaft 3 parallel to the first shaft 1 and meshing with the smaller gear 2; first bearings 5 and 5 for dual-supporting the smaller gear 2; second bearings 6 and 6 for dual-supporting the larger gear 4; a first rotor 7 with a small diameter attached to the first shaft 1; and a second rotor 8 with a large diameter attached to the second shaft 3 and in contact with the circumferential surface of the first rotor 7.
- the smaller gear 2 and larger gear 4 are composed of metal helical gears.
- suitable backlash is provided to achieve high rotation performance.
- the first and second rotors 7 and 8 construct means (for example, resistance adding means) for decreasing a relative speed when the relative speed is generated between the smaller gear 2 and larger gear 4.
- the first rotor 7 is composed of a metal small-diameter disk having almost the same diameter as the meshing pitch circle of the smaller gear 2
- the second rotor 8 is composed of a metal large-diameter disk having almost the same diameter as the meshing pitch circle of the larger gear 4, and their circumferential surfaces come into contact with each other at almost the same reduction gear ratio as the reduction gear ratio between the smaller gear 2 and larger gear 4.
- the first rotor 7 is externally fitted and fixed to the first shaft 1
- the second rotor 8 is externally fitted and fixed to the second shaft 3.
- first and second rotors 7 and 8 may be made of a metal material and the other may be made of a resilient material such as a synthetic resin and synthetic rubber.
- both of them may be made of a resilient material such as a synthetic resin and synthetic rubber, or may be composed of a metal core body and a resilient ring covering the outer circumference of the metal core body.
- the reduction gear mechanism constructed as described above has the first shaft 1 with one end connected to the drive source, such as an electric motor, and the second shaft 3 connected to the driven side, so that the torque of the drive source is increased and transmitted to the second shaft 3.
- the drive source such as an electric motor
- the tooth surface of the smaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner.
- the first and second rotors 7 and 8 turn in mutually opposite directions in a state in which their circumferential surfaces are in contact with each other, and a relative speed is not generated between these two rotors.
- FIG. 2 is a schematic view showing other structures of essential sections of the reduction gear mechanism.
- an endless belt 9 is put in a crossed pattern on the circumferential surfaces of the first and second rotors 7 and 8, instead of bringing the circumferential surfaces of the first and second rotors 7 and 8 into contact with each other.
- the torque of the first rotor 7 is transmitted from the belt 9 to the second rotor 8 without generating relative sliding between the belt 9 and the first and second rotors 7 and 8.
- the two rotors 7 and 8 rotate in mutually opposite directions, and a relative speed is not generated between the two rotors 7 and 8.
- FIG. 3 is a schematic view showing another structure of a reduction gear mechanism.
- the reduction gear mechanism shown in FIG. 3 further comprises a third rotor 20 which faces the second rotor 8 in the axial direction and is in contact with the circumferential surface of the first rotor 7; and a resistor 21 such as a viscous material which is interposed between the second and third rotors 8 and 20 to apply resistance to the relative rotation between the second and third rotors 8 and 20.
- the third rotor 20 and the resistor 21 constitute a resistance section.
- the second rotor 8 is fixed to the second shaft 3, and relatively small fictional resistance force is applied between the first and second rotors 7 and 8.
- the third rotor 20 is composed of a disk having almost the same diameter as the second rotor 8 and loosely fitted and supported on the second shaft 3 to permit relative rotation, and larger sliding friction resistance force (about twice larger sliding friction resistance force) than the sliding friction resistance force between the first and second rotors 7 and 8 is applied between the third rotor 20 and the first rotor 7. Moreover, movement of the third rotor 20 in one direction along the axial direction is restricted, and a fixed distance is maintained between the second and third rotors 8 and 20.
- the resistor 21 is made of a viscous material in the form of gel with relatively high viscosity such as a lubricant oil, in contact, or close contact, with mutually facing one side surfaces of the second and third rotors 8 and 20, and applies resistance to the relative rotation between the second and third rotors 8 and 20 by the viscous force. Note that the resistor 21 is formed in the shape of a disk.
- the tooth surface of the smaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner.
- the first rotor 7 and the second and third rotors 8 and 20 are turned in mutually opposite directions in a state in which their circumferential surfaces are in contact with each other, and a relative speed is not generated between the first rotor 7 and the second and third rotors 8 and 20.
- the second and third rotors 8 and 20 rotate relative to each other with the resistor 21 therebetween according to the relative speed, in other words, the magnitude of transmission torque generated by the relative speed, and resistance is applied to the one gear rotating in the reverse direction.
- the second rotor 8 reversely rotates together with the larger gear 4 due to the difference in the sliding friction resistance force, but the third rotor 20 does not rotate because of the sliding friction resistance force and overcomes the resistance of the resistor 21.
- the third rotor 20 may be made of a resilient material such as a synthetic resin and synthetic rubber, instead of a metal material, or may be composed of a metal core body and a resilient ring covering the outer circumference of the metal core body.
- the resistor 21 may be constructed by putting a lubricant oil of relatively low viscosity between the second and third rotors 8 and 20 and sealing it with a seal material, or made of a resilient material such as a plate spring and a spring coil, instead of a viscous material in the form of gel.
- FIG. 4 is a schematic view showing still another structure of a reduction gear mechanism.
- the reduction gear mechanism shown in FIG. 4 further comprises a fourth rotor 22 which faces the larger gear 4 in the axial direction and is in contact with the circumferential surface of the first rotor 7; and a resistor 21 such as a viscous material which is interposed between the larger gear 4 and fourth rotor 22 to apply resistance to the relative rotation between the larger gear 4 and the fourth rotor 22, without the second rotor 8 in Embodiment 1.
- the fourth rotor 22 and the resistor 21 constitute a resistance section.
- the fourth rotor 22 is composed of a disk having almost the same diameter as the larger gear 4 and loosely fitted and supported on the second shaft 3 to permit relative rotation, and relatively large fictional resistance force is applied between the first and fourth rotors 7 and 22. Movement of the fourth rotor 22 in one direction along the axial direction is restricted, and a fixed distance is maintained between the larger gear 4 and the fourth rotor 22.
- the resistor 21, is made of a viscous material in the form of gel having a relatively high viscosity such as a lubricant oil, in contact, or close contact, with mutually facing one side surfaces of the larger gear 4 and the fourth rotor 22, and applies resistance to the relative rotation between the larger gear 4 and the fourth rotor 22 by the viscous force.
- the resistor 21 is formed in the shape of a disk.
- the tooth surface of the smaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner.
- the first rotor 7 and the fourth rotor 22 are turned in mutually opposite directions in a state in which their circumferential surfaces are in contact with each other, and a relative speed is not generated between the first and fourth rotors 7 and 22.
- the larger gear 4 and the fourth rotor 22 rotate relative to each other with the resistor 21 therebetween according to the relative speed, in other words, the magnitude of transmission torque generated by the relative speed, and then resistance is applied to the one gear rotating in the reverse direction.
- the relative speed in other words, the magnitude of transmission torque generated by the relative speed, and then resistance is applied to the one gear rotating in the reverse direction.
- the fourth rotor 22 is not rotated because of the sliding friction resistance force and overcomes the resistance of the resistor 21. Consequently, the larger gear 4 is rotated reversely with respect to the fourth rotor 22.
- the fourth rotor, 22 may be made of a resilient material such as a synthetic resin and synthetic rubber, instead of a metal material, or may be composed of a metal core body and a resilient ring covering the outer circumference of the metal core body
- FIG. 5 is a cross sectional view showing the structure of an electric power steering apparatus.
- the reduction gear mechanisms of Embodiments 1-4 constructed as described above may be incorporated, for example, into electric power steering apparatuses.
- This electric power steering apparatus comprises a steering shaft 10 as steering means connected to a steering wheel as an operating member; an electric motor 11 for assisting steering; a reduction gear mechanism A for increasing and adding the torque of the electric motor 11 to the steering shaft 10; a housing 12 as a support member for supporting the reduction gear mechanism A rotatably; and a torque sensor 13 for detecting torque applied to the steering shaft 10 according to the operation of the steering wheel, and is constructed to assist steering by driving the electric motor 11 based on a detection result of the torque sensor 13 and transmitting the torque of the electric motor 11 to the steering shaft 10 through the reduction gear mechanism A.
- the steering shaft 10 comprises an upper shaft body 10a with the upper end connected to the steering wheel; a torsion bar 10b connected to the lower end of the upper shaft body 10a; and a lower shaft body 10c connected to the lower end of the torsion bar 10b and connected to, for example, a rack-and-pinion type turning mechanism through a universal joint, and is constructed so that the torsion bar 10b is twisted according to the operation of the steering wheel and steering torque is applied to the upper shaft body 10a and lower shaft body 10c.
- the lower shaft body 10c constitutes the second shaft 3, and is constructed in the form of a cylinder so that the lower end of the torsion bar 10b and an end of the cylindrical part 10d are inserted therein.
- the torque sensor 13 is arranged around the lower shaft body 10c and the cylindrical part 10d.
- the larger gear 4 and the bearings 6, 6 are externally fitted to the lower shaft body 10c at the middle so that the larger gear 4 is dual-supported.
- the smaller gear 2 is formed by cutting one side of the first shaft 1 with a gear cutter to form the teeth of gear.
- a fitting section 1a with a diameter equal to or smaller than the base diameter of the smaller gear 2 is provided on one side of the first shaft 1, and the first rotor 7 in the form of a cylinder is externally fitted and fixed to the fitting section 1a.
- the other side of the first shaft 1 is interlocked and connected to the output shaft of the electric motor 11. Further, the first bearing 5, 5 are externally fitted to both ends of the first shaft 1 so that the smaller gear 2 is dual-supported.
- the first rotor 7 is composed of a metal cylinder with an external diameter substantially equal to the meshing pitch circle of the smaller gear 2, and is sandwiched between the smaller gear 2 and the first bearing 5.
- the larger gear 4 has a fitting hole to be fitted to the lower shaft body 10c in the middle, and the second rotor 8 with an external diameter approximate to the meshing pitch circle of the larger gear 4 is attached to one side surface with a plurality of bolts 14.
- the second rotor 8 comprises a metal core ring 8a having a ring-like groove 8b in the outer circumferential surface, and a resilient ring 8c which is fitted to the ring-like groove 8b of the core ring 8a, and whose outer circumferential surface is in contact with the circumferential surface of the first rotor 7.
- the resilient ring 8c is slightly bent in a radial direction and in contact with the circumferential surface of the first rotor 7.
- the housing 12 comprises a first storage section 12a for storing the smaller gear 2 and the first shaft 1; a second storage section 12b, connected to the first storage section 12a through a connection hole, for storing the larger gear 4 and the lower shaft body 10c; and a third storage section 12c, connected to the second storage section 12b, for storing the torque sensor 1.3, and has the electric motor 11 detachably attached to the opening of the first storage section 12a.
- the upper shaft body 10a rotates in one direction, or the other direction, according to the operation of the steering wheel, the electric motor 11 is driven based on a detection result of the torque sensor 13, and the torque of the electric motor 11 is transmitted to the lower shaft body 10c through the first shaft 1, smaller gear 2 and larger gear 4, thereby assisting steering. At this time, a relative speed is not generated between the smaller gear 2 and the larger gear 4.
- the fitting length of the larger gear 4 with respect to the lower shaft body 10 can be made relatively long without being influenced by the second rotor 8, and it is possible to increase the rigidity of the larger gear 4.
- the second rotor 8 since the second rotor 8 has the resilient ring 8c in contact with the first rotor 7, it is possible to obtain predetermined friction resistance force between the first and second rotors 7 and 8 without highly precisely adjusting the distance between the centers of the support holes for supporting the first and second shafts 1 and 3, and thus it is possible to improve the performance of processing the housing 12, etc.
- An electric power steering apparatus incorporating the reduction gear mechanism of Embodiment 3 comprises the third rotor 20 and resistor 21. Therefore, when a reverse input load is applied, in other words, when relatively small transmission torque is applied from the road surface to the larger gear 4 through the steering control wheels and lower shaft body 10c and the larger gear 4 is rotated and oscillated slightly with respect to the smaller gear 2, a comparatively low relative speed is generated between the larger gear 4 and the smaller gear 2, and simultaneously the second rotor 8 rotates and oscillates slightly together with the larger gear 4.
- An electric power steering apparatus incorporating the reduction gear mechanism of Embodiment 4 comprises the fourth rotor 22 and resistor 21. Therefore, when a reverse input load is applied, in other words, when relatively small transmission torque is applied from the road surface to the larger gear 4 through the steering control wheels and lower shaft body 10c and the larger gear 4 is rotated and oscillated slightly with respect to the smaller gear 2, a comparatively low relative speed is generated between the larger gear 4 and the smaller gear 2.
- relatively small sliding friction resistance force generated by the contact with the first rotor 7 is applied to the fourth rotor 22, it is possible to apply resistance to the rotational oscillation of the second rotor 8 by the sliding friction resistance force, it is possible to decrease the relative speed of the larger gear 4, and it is possible to reduce rattling noise.
- first rotor 7 is fitted to the first shaft 1 and the second rotor 8 is attached on one side of the larger gear 4
- first rotor 7 may be constructed integrally with the first shaft 1 or the smaller gear 2
- second rotor 8 may be constructed integrally with the larger gear 4.
- the larger gear 4 and the smaller gear 2 are helical gears, they may be gears of other type, such as spur gears.
- the reduction gear mechanism A may be used in apparatuses other than electric power steering apparatuses.
- an electric power steering apparatus may be constructed such that the steering-assist electric motor is attached to a support member for supporting a turning shaft whose both ends are connected to the steering control wheels, the output shaft of the electric motor is arranged parallel to the turning shaft, and the reduction gear mechanism is mounted between the output shaft and the turning shaft.
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Abstract
Description
- The present invention relates to a reduction gear mechanism including a smaller gear and a larger gear, and an electric power steering apparatus comprising the reduction gear mechanism and using an electric motor as a source of steering assist force.
- An electric power steering apparatus for vehicle is constructed to detect, for example, steering torque applied to an input shaft connected to a steering wheel by the relative rotation between the input shaft and an output shaft connected coaxially to the input shaft through a torsion bar, drive a steering assist electric motor based on the detected torque, etc., and transmit the torque of the electric motor to steering means through a reduction gear mechanism, whereby assisting the operation of the steering means according to the rotation of the steering wheel by the rotation of the electric motor and reducing the driver's burden for steering (see, for example
Japanese Patent Application Laid-Open No. 2005-319971 - In order to reduce the size of the electric power steering apparatus, the reduction gear mechanism uses a pair of mutually meshing spur gears or a pair of mutually meshing helical gears with their shafts arranged parallel to each other, which has higher power transmission efficiency compared to worm gears. The smaller gear of the gear pair is connected to the output shaft of the electric motor and the larger gear is connected to the output shaft so that the torque generated by the electric motor is transmitted from the smaller gear to the larger gear, and the output shaft is rotated after reducing the gear ratio to a predetermined reduction gear ratio.
- By the way, in the electric power steering apparatus comprising the reduction gear mechanism, when the torque generated by the electric motor is transmitted from the smaller gear to the larger gear to assist steering, the surfaces of teeth of the smaller gear and larger gear are in contact with each other, and therefore rattling noise is not generated. However, rattling noise is generated when the steering assist direction is switched by turning, the smaller gear is rotated reversely and a relative speed is generated between the smaller gear and the larger gear. Moreover, with a reverse input load transmitted from the road surface to the larger gear through steering control wheels, the larger gear is slightly rotated and oscillated, and the surfaces of teeth of the larger gear and smaller gear strike each other and generate rattling noise.
- In order to reduce the rattling noise, backlash at the meshing section may be reduced. In this case, the rotation performance of the smaller gear and larger gear deteriorates, and the power transmission efficiency is decreased.
- In reduction gear mechanisms having mutually meshing worm gears with their shafts arranged at a right angle, as described in
Japanese Patent Applications Laid-Open Nos. 2004-332921 2004-26102 - In view of the above-described circumstances, and it is a main object to provide a reduction gear mechanism and an electric power steering apparatus, which enable a reduction of rattling noise without reducing backlash at the meshing section in the reduction gear mechanism including mutually meshing smaller gear and larger gear with their shafts arranged parallel to each other.
- Another object is to provide a reduction gear mechanism and an electric power steering apparatus, which enable a reduction of rattling noise even when transmission torque is applied from the larger gear side to the larger gear and also when transmission torque is applied from the smaller gear side to the smaller gear.
- A reduction gear mechanism according to a first aspect is a reduction gear mechanism comprising: mutually meshing smaller gear and larger gear with their shafts arranged parallel to each other; and means for decreasing a relative speed generated between the smaller gear and the larger gear.
- A reduction gear mechanism according to a second aspect is characterized by comprising a resistance section for applying resistance according to transmission torque applied to the smaller gear and larger gear to a relative rotation between the smaller gear and larger gear.
- A reduction gear mechanism according to a third aspect is characterized in that the means for decreasing the relative speed comprises a first rotor which rotates together with one of the smaller gear and larger gear, and a second rotor which rotates together with the other, so as to generate sliding friction between the first rotor and itself
- A reduction gear mechanism according to a fourth aspect is characterized in that the first and second rotors are in contact with each other at their circumferential surfaces.
- A reduction gear mechanism according to a fifth aspect is characterized in that the means for decreasing the relative speed comprises a third rotor which generates, between one of the first and second rotors and itself, sliding friction resistance force larger than sliding friction resistance force between the first and second rotors, and is capable of rotating relative to the other; and a resistor for applying resistance to the relative rotation.
- A reduction gear mechanism according to a sixth aspect is characterized in that the means for decreasing the relative speed comprises a first rotor which rotates together with one of the smaller gear and larger gear; a fourth rotor which rotates relative to the other and generates sliding friction between the first rotor and itself and a resistor for applying resistance to the relative rotation between the other and the fourth rotor.
- A reduction gear mechanism according to a seventh aspect is characterized in that a belt is arranged in a crossed pattern on their circumferential surfaces of the first and second rotors.
- A reduction gear mechanism according to an eighth aspect is characterized in that at least one of the first and second rotors is made of a resilient material.
- An electric power steering apparatus according to a ninth aspect is characterized by comprising any one of the reduction gear mechanisms according to the above aspects, wherein the smaller gear is connected to an electric motor and the larger gear is connected to steering means, and steering is assisted by rotation of the electric motor.
- According to the first aspect, when a relative speed is generated between the smaller gear and the larger gear, the means for decreasing the relative speed applies resistance, and therefore it is possible to decrease the relative speed and reduce rattling noise. Moreover, since the rattling noise is reduced, in other words, backlash is ensured by decreasing the relative speed between the smaller gear and larger gear, it is possible to ensure high rotation performance of the smaller gear and larger gear, it is also possible to relax the precision required for the dimensions of the smaller gear, larger gear, and support members for supporting the gears, and it is possible to reduce costs. Further, since it is possible to reduce rattling noise irrespectively of the material of the smaller gear and larger gear, the smaller gear and larger gear can be made of metal to increase rigidity.
- According to the second aspect, since resistance according to the transmission torque applied to the smaller gear and larger gear can be applied to the relative rotation between the smaller gear and larger gear, even when the relative speed between the smaller gear and larger gear is relatively fast, or relatively low, it is possible to decrease the relative speed and reduce rattling noise.
- According to the third aspect, since the means for decreasing the relative speed is constructed by providing the first rotor which rotates together with the smaller gear and the second rotor which rotates together with the larger gear, it is possible to produce the reduction gear mechanism in relatively small size at low costs.
- According to the fourth aspect, by forming the first rotor with almost the same diameter as the meshing pitch circle of the smaller gear and forming the second rotor with almost the same diameter as the meshing pitch circle of the larger gear, it is possible to bring them into contact with each other and turn them at a reduction gear ratio equal to the reduction gear ratio between the smaller gear and larger gear, and it is possible to ensure high rotation performance of the smaller gear and larger gear.
- According to the fifth aspect, by adding the third rotor and the resistor, it is possible to construct the resistance section for applying resistance according to the transmission torque applied to the smaller gear and larger gear to the relative rotation between the smaller gear and larger gear, and thus it is possible to produce the reduction gear mechanism having the resistance section in relatively small size at low costs.
- According to the sixth aspect, by eliminating the second rotor and adding the fourth rotor and resistor, it is possible to construct the resistance section for applying resistance according to the transmission torque applied to the smaller gear and larger gear to the relative rotation between the smaller gear and larger gear. Therefore, even when the relative speed is relatively fast, or relatively slow, it is possible to decrease the relative speed, and it is possible to reduce rattling noise.
- According to the seventh aspect, since it is possible to form the first and second rotors with smaller diameters than the smaller gear and larger gear, it is possible to achieve a decrease in the entire weight.
- According to the eighth aspect, even when the support members for supporting the smaller gear and larger gear expand thermally, it is possible to maintain the contact state between the first and second rotors, and it is possible to reduce rattling noise without being influenced by thermal expansion.
- According to the ninth aspect, it is possible to prevent rattling noise from being generated when the steering assisting direction is switched by turning and when a reverse input load is applied to the larger gear.
- The above and further objects and features will more fully be apparent from the following detailed description with accompanying drawings.
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- FIG. 1 is a schematic view showing the structure of a reduction gear mechanism;
- FIG. 2 is a schematic view showing other structures of essential sections of the reduction gear mechanism;
- FIG. 3 is a schematic view showing another structure of a reduction gear mechanism;
- FIG. 4 is a schematic view showing still another structure of a reduction gear mechanism; and
- FIG. 5 is a cross sectional view showing the structure of an electric power steering apparatus.
- The following description will explain the present embodiment based on the drawings.
- FIG. 1 is a schematic view showing the structure of a reduction gear mechanism.
- The reduction gear mechanism comprises a
smaller gear 2 including afirst shaft 1; a larger gear 4 having asecond shaft 3 parallel to thefirst shaft 1 and meshing with thesmaller gear 2;first bearings smaller gear 2;second bearings first rotor 7 with a small diameter attached to thefirst shaft 1; and asecond rotor 8 with a large diameter attached to thesecond shaft 3 and in contact with the circumferential surface of thefirst rotor 7. - The
smaller gear 2 and larger gear 4 are composed of metal helical gears. For the meshing section between thesmaller gear 2 and larger gear 4, suitable backlash is provided to achieve high rotation performance. - The first and
second rotors smaller gear 2 and larger gear 4. Thefirst rotor 7 is composed of a metal small-diameter disk having almost the same diameter as the meshing pitch circle of thesmaller gear 2, thesecond rotor 8 is composed of a metal large-diameter disk having almost the same diameter as the meshing pitch circle of the larger gear 4, and their circumferential surfaces come into contact with each other at almost the same reduction gear ratio as the reduction gear ratio between thesmaller gear 2 and larger gear 4. Thefirst rotor 7 is externally fitted and fixed to thefirst shaft 1, and thesecond rotor 8 is externally fitted and fixed to thesecond shaft 3. - Note that, instead of making the first and
second rotors - The reduction gear mechanism constructed as described above has the
first shaft 1 with one end connected to the drive source, such as an electric motor, and thesecond shaft 3 connected to the driven side, so that the torque of the drive source is increased and transmitted to thesecond shaft 3. - When the
smaller gear 2 is rotated in one direction, the tooth surface of thesmaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner. Moreover, the first andsecond rotors - When one of the
smaller gear 2 and larger gear 4 is reversely rotated and a relative speed is generated between thesmaller gear 2 and larger gear 4 with the rotation corresponding to the backlash, one of the first andsecond rotors second rotors smaller gear 2 and larger gear 4, and resistance is applied to the one gear rotating in the reverse direction. Thus, it is possible to decrease the relative speed of one of thesmaller gear 2 and larger gear 4, it is possible to prevent the surfaces of teeth of thesmaller gear 2 and larger gear 4 from coming into strong contact with each other in the reverse rotation direction, and it is possible to reduce rattling noise. - FIG. 2 is a schematic view showing other structures of essential sections of the reduction gear mechanism. In the reduction gear mechanism shown in FIG. 2, an
endless belt 9 is put in a crossed pattern on the circumferential surfaces of the first andsecond rotors second rotors - In this embodiment, when the
smaller gear 2 is rotated in one direction and thesmaller gear 2 and larger gear 4 are rotated in mutually opposite directions in an interlocked manner, the torque of thefirst rotor 7 is transmitted from thebelt 9 to thesecond rotor 8 without generating relative sliding between thebelt 9 and the first andsecond rotors rotors rotors - When one of the
smaller gear 2 and larger gear 4 is rotated reversely and a relative speed is generated between thesmaller gear 2 and larger gear 4 with the rotation corresponding to the backlash, relative sliding occurs between thebelt 9 and one of the first andsecond rotors smaller gear 2 and larger gear 4, and resistance is applied to the one gear rotating in the reverse direction. Thus, it is possible to decrease the relative speed of one of thesmaller gear 2 and larger gear 4, it is possible to prevent the surfaces of teeth of thesmaller gear 2 and larger gear 4 from coming into strong contact with each other in the reverse rotation direction, and it is possible to reduce rattling noise. - Since other structures and functions are the same as those in
Embodiment 1, the detailed explanations thereof and the explanations of the functions and effects will be omitted by assigning the same codes to the same parts. - FIG. 3 is a schematic view showing another structure of a reduction gear mechanism. In addition to
Embodiment 1, the reduction gear mechanism shown in FIG. 3 further comprises athird rotor 20 which faces thesecond rotor 8 in the axial direction and is in contact with the circumferential surface of thefirst rotor 7; and aresistor 21 such as a viscous material which is interposed between the second andthird rotors third rotors third rotor 20 and theresistor 21 constitute a resistance section. - In
Embodiment 3, thesecond rotor 8 is fixed to thesecond shaft 3, and relatively small fictional resistance force is applied between the first andsecond rotors third rotor 20 is composed of a disk having almost the same diameter as thesecond rotor 8 and loosely fitted and supported on thesecond shaft 3 to permit relative rotation, and larger sliding friction resistance force (about twice larger sliding friction resistance force) than the sliding friction resistance force between the first andsecond rotors third rotor 20 and thefirst rotor 7. Moreover, movement of thethird rotor 20 in one direction along the axial direction is restricted, and a fixed distance is maintained between the second andthird rotors - The
resistor 21 is made of a viscous material in the form of gel with relatively high viscosity such as a lubricant oil, in contact, or close contact, with mutually facing one side surfaces of the second andthird rotors third rotors resistor 21 is formed in the shape of a disk. - In this embodiment, when the
smaller gear 2 is rotated in one direction, the tooth surface of thesmaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner. Moreover, thefirst rotor 7 and the second andthird rotors first rotor 7 and the second andthird rotors - When one of the
smaller gear 2 and larger gear 4 is rotated reversely and a relative speed is generated between thesmaller gear 2 and larger gear 4 with the rotation corresponding to the backlash, the second andthird rotors resistor 21 therebetween according to the relative speed, in other words, the magnitude of transmission torque generated by the relative speed, and resistance is applied to the one gear rotating in the reverse direction. For example, when relatively small transmission torque is applied to the larger gear 4 and the larger gear 4 is rotated reversely at a relatively low speed, thesecond rotor 8 reversely rotates together with the larger gear 4 due to the difference in the sliding friction resistance force, but thethird rotor 20 does not rotate because of the sliding friction resistance force and overcomes the resistance of theresistor 21. Consequently, the second andthird rotors second rotors smaller gear 2 and thesmaller gear 2 is rotated reversely at a relatively high speed, relative sliding occurs between the first andthird rotors third rotor 20. Then, friction force caused by the relative sliding is applied to thesmaller gear 2, and resistance is applied to the reverse rotation of thesmaller gear 2. Thus, it is possible to decrease the relative speed of one of thesmaller gear 2 and the larger gear 4 without being influenced by the difference in the speed when thesmaller gear 2 and the larger gear 4 are rotated relatively in opposite directions, it is possible to prevent the surfaces of teeth of thesmaller gear 2 and larger gear 4 from coming into strong contact with each other in the reverse rotation direction, and it is possible to reduce rattling noise. - Since other structures and functions are the same as those in
Embodiment 1, the detailed explanations thereof and the explanations of the function and effects will be omitted by assigning the same codes to the same parts. - Note that the
third rotor 20 may be made of a resilient material such as a synthetic resin and synthetic rubber, instead of a metal material, or may be composed of a metal core body and a resilient ring covering the outer circumference of the metal core body. - The
resistor 21 may be constructed by putting a lubricant oil of relatively low viscosity between the second andthird rotors - FIG. 4 is a schematic view showing still another structure of a reduction gear mechanism. The reduction gear mechanism shown in FIG. 4 further comprises a
fourth rotor 22 which faces the larger gear 4 in the axial direction and is in contact with the circumferential surface of thefirst rotor 7; and aresistor 21 such as a viscous material which is interposed between the larger gear 4 andfourth rotor 22 to apply resistance to the relative rotation between the larger gear 4 and thefourth rotor 22, without thesecond rotor 8 inEmbodiment 1. Note that thefourth rotor 22 and theresistor 21 constitute a resistance section. - In this embodiment, the
fourth rotor 22 is composed of a disk having almost the same diameter as the larger gear 4 and loosely fitted and supported on thesecond shaft 3 to permit relative rotation, and relatively large fictional resistance force is applied between the first andfourth rotors fourth rotor 22 in one direction along the axial direction is restricted, and a fixed distance is maintained between the larger gear 4 and thefourth rotor 22. - The
resistor 21, is made of a viscous material in the form of gel having a relatively high viscosity such as a lubricant oil, in contact, or close contact, with mutually facing one side surfaces of the larger gear 4 and thefourth rotor 22, and applies resistance to the relative rotation between the larger gear 4 and thefourth rotor 22 by the viscous force. Note that theresistor 21 is formed in the shape of a disk. - In this embodiment, when the
smaller gear 2 is rotated in one direction, the tooth surface of thesmaller gear 2 comes into contact with the tooth surface of the larger gear 4, and the larger gear 4 is rotated in the opposite direction in an interlocked manner. Moreover, thefirst rotor 7 and thefourth rotor 22 are turned in mutually opposite directions in a state in which their circumferential surfaces are in contact with each other, and a relative speed is not generated between the first andfourth rotors - When one of the
smaller gear 2 and larger gear 4 is rotated reversely and a relative speed is generated between thesmaller gear 2 and larger gear 4 with the rotation corresponding to the backlash, the larger gear 4 and thefourth rotor 22 rotate relative to each other with theresistor 21 therebetween according to the relative speed, in other words, the magnitude of transmission torque generated by the relative speed, and then resistance is applied to the one gear rotating in the reverse direction. For example, when relatively small transmission torque is applied to the larger gear 4 and the larger gear 4 is rotated reversely at a relatively low speed, thefourth rotor 22 is not rotated because of the sliding friction resistance force and overcomes the resistance of theresistor 21. Consequently, the larger gear 4 is rotated reversely with respect to thefourth rotor 22. Therefore, the resistance force caused by theresistor 21 is applied to the reverse rotation of the larger gear 4. On the other hand, when relatively large transmission torque is applied to thesmaller gear 2 and thesmaller gear 2 is rotated reversely at a relatively high speed, relative sliding occurs between the first andfourth rotors fourth rotor 22. Friction force caused by the relative sliding is applied to thesmaller gear 2, and resistance is applied to the reverse rotation of thesmaller gear 2. Thus, it is possible to decrease the relative speed of one of thesmaller gear 2 and larger gear 4 without being influenced by the difference in the speed when thesmaller gear 2 and the larger gear 4 are rotated relatively in opposite directions, it is possible to prevent the surfaces of teeth of thesmaller gear 2 and larger gear 4 from coming into strong contact with each other in the reverse rotation direction, and it is possible to reduce rattling noise. - Since other structures and functions are the same as those in
Embodiments - Note that the fourth rotor, 22 may be made of a resilient material such as a synthetic resin and synthetic rubber, instead of a metal material, or may be composed of a metal core body and a resilient ring covering the outer circumference of the metal core body
- FIG. 5 is a cross sectional view showing the structure of an electric power steering apparatus. The reduction gear mechanisms of Embodiments 1-4 constructed as described above may be incorporated, for example, into electric power steering apparatuses.
- Next, the following will explain about an electric power steering apparatus incorporating the reduction gear mechanism of
Embodiment 1. - This electric power steering apparatus comprises a steering
shaft 10 as steering means connected to a steering wheel as an operating member; an electric motor 11 for assisting steering; a reduction gear mechanism A for increasing and adding the torque of the electric motor 11 to the steeringshaft 10; ahousing 12 as a support member for supporting the reduction gear mechanism A rotatably; and atorque sensor 13 for detecting torque applied to the steeringshaft 10 according to the operation of the steering wheel, and is constructed to assist steering by driving the electric motor 11 based on a detection result of thetorque sensor 13 and transmitting the torque of the electric motor 11 to the steeringshaft 10 through the reduction gear mechanism A. - The steering
shaft 10 comprises an upper shaft body 10a with the upper end connected to the steering wheel; a torsion bar 10b connected to the lower end of the upper shaft body 10a; and alower shaft body 10c connected to the lower end of the torsion bar 10b and connected to, for example, a rack-and-pinion type turning mechanism through a universal joint, and is constructed so that the torsion bar 10b is twisted according to the operation of the steering wheel and steering torque is applied to the upper shaft body 10a andlower shaft body 10c. - Coupled to the lower end of the upper shaft body 10a is a
cylindrical part 10d into which the upper end of the torsion bar 10b is inserted. Thelower shaft body 10c constitutes thesecond shaft 3, and is constructed in the form of a cylinder so that the lower end of the torsion bar 10b and an end of thecylindrical part 10d are inserted therein. Thetorque sensor 13 is arranged around thelower shaft body 10c and thecylindrical part 10d. The larger gear 4 and thebearings lower shaft body 10c at the middle so that the larger gear 4 is dual-supported. - The
smaller gear 2 is formed by cutting one side of thefirst shaft 1 with a gear cutter to form the teeth of gear. A fitting section 1a with a diameter equal to or smaller than the base diameter of thesmaller gear 2 is provided on one side of thefirst shaft 1, and thefirst rotor 7 in the form of a cylinder is externally fitted and fixed to the fitting section 1a. The other side of thefirst shaft 1 is interlocked and connected to the output shaft of the electric motor 11. Further, thefirst bearing first shaft 1 so that thesmaller gear 2 is dual-supported. - The
first rotor 7 is composed of a metal cylinder with an external diameter substantially equal to the meshing pitch circle of thesmaller gear 2, and is sandwiched between thesmaller gear 2 and thefirst bearing 5. - The larger gear 4 has a fitting hole to be fitted to the
lower shaft body 10c in the middle, and thesecond rotor 8 with an external diameter approximate to the meshing pitch circle of the larger gear 4 is attached to one side surface with a plurality ofbolts 14. - The
second rotor 8 comprises a metal core ring 8a having a ring-like groove 8b in the outer circumferential surface, and aresilient ring 8c which is fitted to the ring-like groove 8b of the core ring 8a, and whose outer circumferential surface is in contact with the circumferential surface of thefirst rotor 7. Theresilient ring 8c is slightly bent in a radial direction and in contact with the circumferential surface of thefirst rotor 7. - The
housing 12 comprises a first storage section 12a for storing thesmaller gear 2 and thefirst shaft 1; asecond storage section 12b, connected to the first storage section 12a through a connection hole, for storing the larger gear 4 and thelower shaft body 10c; and athird storage section 12c, connected to thesecond storage section 12b, for storing the torque sensor 1.3, and has the electric motor 11 detachably attached to the opening of the first storage section 12a. - In the electric power steering apparatus thus constructed, the upper shaft body 10a rotates in one direction, or the other direction, according to the operation of the steering wheel, the electric motor 11 is driven based on a detection result of the
torque sensor 13, and the torque of the electric motor 11 is transmitted to thelower shaft body 10c through thefirst shaft 1,smaller gear 2 and larger gear 4, thereby assisting steering. At this time, a relative speed is not generated between thesmaller gear 2 and the larger gear 4. - When the steering assisting direction is switched by turning and the
smaller gear 2 is rotated reversely, a relative speed is generated between thesmaller gear 2 and the larger gear 4, and simultaneously thefirst rotor 7 rotates reversely together with thesmaller gear 2. However, since friction resistance force generated by the contact with thesecond rotor 8 is applied to thefirst rotor 7, it is possible to apply resistance to the reversely rotatingfirst rotor 7 by the friction resistance force, it is possible to decrease the relative speed of thesmaller gear 2, and it is possible to reduce rattling noise. - When a reverse input load is applied from the road surface to the larger gear 4 through the steering control wheels and the
lower shaft body 10c and the larger gear 4 is rotated and oscillated slightly with respect to thesmaller gear 2, a relative speed is generated between the larger gear 4 and thesmaller gear 2, and simultaneously thesecond rotor 8 rotates and oscillates slightly together with the larger gear 4. However, since friction resistance force generated by the contact with thefirst rotor 7 is applied to thesecond rotor 8, it is possible to apply resistance to the rotational oscillation of thesecond rotor 8 by the friction resistance force, it is possible to decrease the relative speed of the larger gear 4, and it is possible to reduce rattling noise. - Moreover, since the
second rotor 8 is attached on one side of the larger gear 4, the fitting length of the larger gear 4 with respect to thelower shaft body 10 can be made relatively long without being influenced by thesecond rotor 8, and it is possible to increase the rigidity of the larger gear 4. - Further, since the
second rotor 8 has theresilient ring 8c in contact with thefirst rotor 7, it is possible to obtain predetermined friction resistance force between the first andsecond rotors second shafts housing 12, etc. - In the embodiment explained above, although the power steering apparatus incorporating the reduction gear mechanism of
Embodiment 1 is explained, it may be possible to construct electric power steering apparatuses incorporating the reduction gear mechanisms of Embodiments 2-4 in the same manner as in the embodiment shown in FIG. 5. - An electric power steering apparatus incorporating the reduction gear mechanism of
Embodiment 3 comprises thethird rotor 20 andresistor 21. Therefore, when a reverse input load is applied, in other words, when relatively small transmission torque is applied from the road surface to the larger gear 4 through the steering control wheels andlower shaft body 10c and the larger gear 4 is rotated and oscillated slightly with respect to thesmaller gear 2, a comparatively low relative speed is generated between the larger gear 4 and thesmaller gear 2, and simultaneously thesecond rotor 8 rotates and oscillates slightly together with the larger gear 4. However, since relatively small sliding friction resistance force generated by the contact with thefirst rotor 7 is applied to thesecond rotor 8, it is possible to apply resistance to the rotational oscillation of thesecond rotor 8 by the sliding friction resistance force, it is possible to decrease the relative speed of the larger gear 4, and it is possible to reduce rattling noise. - When the direction of steering assisting force is switched rapidly by turning, relatively large transmission torque is applied to the
smaller gear 2 and thesmaller gear 2 is rapidly rotated in the reverse direction, relative sliding occurs between the first andthird rotors third rotor 20, and friction force caused by the relative sliding is applied to thesmaller gear 2. Thus, it is possible to apply resistance to the reverse rotation of thesmaller gear 2, it is possible to decrease the relative speed of thesmaller gear 2, and it is possible to reduce rattling noise. - An electric power steering apparatus incorporating the reduction gear mechanism of Embodiment 4 comprises the
fourth rotor 22 andresistor 21. Therefore, when a reverse input load is applied, in other words, when relatively small transmission torque is applied from the road surface to the larger gear 4 through the steering control wheels andlower shaft body 10c and the larger gear 4 is rotated and oscillated slightly with respect to thesmaller gear 2, a comparatively low relative speed is generated between the larger gear 4 and thesmaller gear 2. However, since relatively small sliding friction resistance force generated by the contact with thefirst rotor 7 is applied to thefourth rotor 22, it is possible to apply resistance to the rotational oscillation of thesecond rotor 8 by the sliding friction resistance force, it is possible to decrease the relative speed of the larger gear 4, and it is possible to reduce rattling noise. - When the steering assisting direction is switched rapidly by turning, relatively large transmission torque is applied to the
smaller gear 2 and thesmaller gear 2 is rapidly rotated in the reverse direction, relative sliding occurs between the first andfourth rotors fourth rotor 22, and friction force caused by the relative sliding is applied to thesmaller gear 2. Thus, it is possible to apply resistance to the reverse rotation of thesmaller gear 2, it is possible to decrease the relative speed of thesmaller gear 2, and it is possible to reduce rattling noise. - Note that the embodiments illustrated above explain the case where one of the
smaller gear 2 and the larger gear 4 is rotated reversely. However, even when one of thesmaller gear 2 and the larger gear 4 is stopped, or slowed down, and a relative speed is generated between thesmaller gear 2 and the larger gear 4, it is possible to decrease the relative speed by the resistance applying means, and it is possible to reduce rattling noise. - Moreover, although the embodiments illustrated above explain the case where the
first rotor 7 is fitted to thefirst shaft 1 and thesecond rotor 8 is attached on one side of the larger gear 4, thefirst rotor 7 may be constructed integrally with thefirst shaft 1 or thesmaller gear 2, and thesecond rotor 8 may be constructed integrally with the larger gear 4. - Further, in the embodiments described above, although the larger gear 4 and the
smaller gear 2 are helical gears, they may be gears of other type, such as spur gears. - In addition, the reduction gear mechanism A may be used in apparatuses other than electric power steering apparatuses.
- Besides, instead of the structure where the electric motor 1.1 is attached to the lower end of the housing as shown in FIG. 5, an electric power steering apparatus may be constructed such that the steering-assist electric motor is attached to a support member for supporting a turning shaft whose both ends are connected to the steering control wheels, the output shaft of the electric motor is arranged parallel to the turning shaft, and the reduction gear mechanism is mounted between the output shaft and the turning shaft.
Claims (9)
- A reduction gear mechanism including mutually meshing smaller gear (2) and larger gear (4) with their shafts (1, 3) arranged parallel to each other, characterized by comprising
means for decreasing a relative speed generated between the smaller gear (2) and the larger gear (4). - The reduction gear mechanism according to claim 1, further comprising a resistance section for applying resistance according to transmission torque applied to the smaller gear (2) and larger gear (4) to a relative rotation between the smaller gear (2) and larger gear (4).
- The reduction gear mechanism according to claim 1 or 2, wherein said means for decreasing the relative speed comprises a first rotor (7) which rotates together with one of the smaller gear (2) and larger gear (4), and a second rotor (8) which rotates together with the other, so as to generate sliding friction between the first rotor (7) and itself.
- The reduction gear mechanism according to claim 3, wherein said first and second rotors (7,8) are in contact with each other at their circumferential surfaces.
- The reduction gear mechanism according to claim 4, wherein at least one of the first and second rotors (7, 8) is made of a resilient material.
- The reduction gear mechanism according to claim 3, wherein said means for decreasing the relative speed comprises a third rotor (20) which generates, between one of the first and second rotors (7, 8) and itself, sliding friction resistance force larger than sliding friction resistance force between the first and second rotors (7,8), and is capable of rotating relative to the other; and a resistor (21) for applying resistance to the relative rotation.
- The reduction gear mechanism according to claim 3, wherein a belt (9) is arranged in a crossed pattern on their circumferential surfaces of said first and second rotors (7, 8).
- The reduction gear mechanism according to claim 1, wherein said means for decreasing the relative speed comprises a first rotor (7) which rotates together with one of the smaller gear (2) and larger gear (4); a fourth rotor (22) which rotates relative to the other, so as to generate sliding friction between the first rotor (7) and itself and a resistor (21) for applying resistance to the relative rotation between the other and the fourth rotor (22).
- An electric power steering apparatus characterized by comprising a reduction gear mechanism (A) defined in any one of claims 1 through 8,
wherein said smaller gear (2) is connected to an electric motor (11), said larger gear (4) is connected to steering means (10), and steering is assisted by rotation of the electric motor (11).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006249885 | 2006-09-14 | ||
JP2007160239A JP2008094381A (en) | 2006-09-14 | 2007-06-18 | Speed reduction gear mechanism and electric power steering device |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1900969A2 true EP1900969A2 (en) | 2008-03-19 |
EP1900969A3 EP1900969A3 (en) | 2008-09-03 |
EP1900969B1 EP1900969B1 (en) | 2009-10-14 |
Family
ID=38657127
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07115035A Expired - Fee Related EP1900969B1 (en) | 2006-09-14 | 2007-08-27 | Reduction Gear Mechanism and Electric Power Steering Apparatus |
Country Status (4)
Country | Link |
---|---|
US (1) | US20080128196A1 (en) |
EP (1) | EP1900969B1 (en) |
JP (1) | JP2008094381A (en) |
DE (1) | DE602007002761D1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2018065488A1 (en) * | 2016-10-04 | 2018-04-12 | Wto Vermoegensverwaltung Gmbh | Drilling-milling device having a device for evening out the torque and the rotational speed of the spindle |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6519328B2 (en) * | 2015-06-09 | 2019-05-29 | 日本精工株式会社 | Electric power steering device |
US10793183B2 (en) * | 2017-12-22 | 2020-10-06 | Trw Automotive U.S. Llc | Torque overlay steering apparatus |
JP2021130349A (en) * | 2020-02-18 | 2021-09-09 | 日立Astemo株式会社 | Steering device |
JP7502556B2 (en) * | 2021-03-30 | 2024-06-18 | 株式会社ソニー・インタラクティブエンタテインメント | Driving force transmission mechanism |
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JPS60113857A (en) * | 1983-11-22 | 1985-06-20 | Ricoh Co Ltd | Power transmitting mechanism by gear |
JP2002037100A (en) * | 2000-07-24 | 2002-02-06 | Koyo Seiko Co Ltd | Electric steering |
US20020148673A1 (en) * | 2001-04-17 | 2002-10-17 | Zdravko Menjak | Gearing without backlash for electric power steering |
WO2004113006A2 (en) * | 2003-06-16 | 2004-12-29 | Delphi Technologies, Inc. | Double flank delash gear mechanism |
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US4881612A (en) * | 1987-01-22 | 1989-11-21 | Kanzaki Kokyukoki Mfg. Co. Ltd. | Steering apparatus for a vehicle |
US5245883A (en) * | 1990-08-30 | 1993-09-21 | Samsung Electronics Co., Ltd. | Integral type reduction mechanism for tape recorder |
US6516680B1 (en) * | 1998-10-15 | 2003-02-11 | Koyo Seiko Co., Ltd. | Power steering apparatus |
US7270296B2 (en) * | 2004-01-12 | 2007-09-18 | Locust Usa Inc. | Small-size high-speed transmission system for use in microturbine-powered aircraft |
EP1693599B1 (en) * | 2005-02-16 | 2011-06-22 | Jtekt Corporation | Vehicle steering apparatus |
-
2007
- 2007-06-18 JP JP2007160239A patent/JP2008094381A/en active Pending
- 2007-08-27 EP EP07115035A patent/EP1900969B1/en not_active Expired - Fee Related
- 2007-08-27 DE DE602007002761T patent/DE602007002761D1/en active Active
- 2007-09-04 US US11/896,624 patent/US20080128196A1/en not_active Abandoned
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1067144A (en) * | 1912-01-04 | 1913-07-08 | Charles R Schilling | Gearing. |
JPS4844663A (en) * | 1971-10-07 | 1973-06-27 | ||
US4236448A (en) * | 1978-08-17 | 1980-12-02 | Koenig & Bauer Aktiengesellschaft | Vibration damping mechanism in a rotary printing press |
JPS5544129A (en) * | 1978-09-19 | 1980-03-28 | Toyota Motor Corp | Device for preventing vibration of driven gear |
GB2125927A (en) * | 1982-08-25 | 1984-03-14 | Automotive Products Plc | Vehicle gearboxes |
JPS60113857A (en) * | 1983-11-22 | 1985-06-20 | Ricoh Co Ltd | Power transmitting mechanism by gear |
JP2002037100A (en) * | 2000-07-24 | 2002-02-06 | Koyo Seiko Co Ltd | Electric steering |
US20020148673A1 (en) * | 2001-04-17 | 2002-10-17 | Zdravko Menjak | Gearing without backlash for electric power steering |
WO2004113006A2 (en) * | 2003-06-16 | 2004-12-29 | Delphi Technologies, Inc. | Double flank delash gear mechanism |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2018065488A1 (en) * | 2016-10-04 | 2018-04-12 | Wto Vermoegensverwaltung Gmbh | Drilling-milling device having a device for evening out the torque and the rotational speed of the spindle |
US11059139B2 (en) | 2016-10-04 | 2021-07-13 | Wto Vermoegensverwaltung Gmbh | Drilling-milling device having a device for evening out the torque and the rotational speed of the spindle |
Also Published As
Publication number | Publication date |
---|---|
US20080128196A1 (en) | 2008-06-05 |
EP1900969A3 (en) | 2008-09-03 |
JP2008094381A (en) | 2008-04-24 |
EP1900969B1 (en) | 2009-10-14 |
DE602007002761D1 (en) | 2009-11-26 |
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Legal Events
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PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
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